"Any aircraft operator should contact the airport authority noise
office prior to commencement of operations to determine compliance
with the noise rule in advance if hushkit aircraft are to be utilized."

It is the policy of the Raleigh-Durham Airport
Authority that aircraft engine runups on the Raleigh-Durham
International Airport, other than those made at the runway end
preparatory to takeoff from the airport, shall be performed
only in such a manner and at such locations and times as will
minimize the adverse impact of engine noise on residents of
the airport environs. It is recognized and acknowledged that
runups are sometimes necessary to test the performance of engines
under-going maintenance or repair. It is the intent of this
policy to regulate, but not to prohibit, necessary runups.

Regulations:

No person shall perform aircraft engine run- ups on the Raleigh-Durham
International Airport except in strict compliance with the following
regulatory requirements. Failure to observe and comply with
these requirements shall be a misdemeanor under North Carolina
Law.

1. runups of turbojet engine-powered aircraft
shall be performed on the dual Taxiway G and H located between
Taxiways C and D and then only with the aircraft positioned
with its fuselage parallel to Taxiways C and D (perpendicular
to the centerlines of Taxiway G and H), its nose pointing toward
Runway 5R-weL, and its nose gear on the centerline of the Taxiway
H (the easterly centerline). If the dual Taxiway G and H is
unavailable, runups of turbojet engine powered aircraft shall
be performed on Taxiway F between Taxiway B and the South Cargo
Ramp and then only with the aircraft positioned with its fuselage
parallel to Taxiway B and the South Cargo Ramp with its noise
pointing toward the northeast, and its nose gear positioned
on the spot designated for aircraft engine runups. This requirement
also shall apply to propeller driven aircraft, including those
powered by turbine engines, whose maximum gross takeoff weights
exceed 20,000 lbs.

2. Runups of the aircraft specified in Paragraph 1 above on
the above-specified Taxiway G and H or Taxiway F at power settings
above 50% of maximum rated power are permitted only between
7:00 am and 10:00 pm local time each day and are expressly prohibited
at all other times. runups of these same aircraft at that same
location at power settings between 0 and 50% of maximum rated
power are permitted only between 6:00 am and 12:00 midnight
local time each day and are expressly prohibited at all other
times. No runups of these same aircraft at any power settings
are permitted between 12:00 midnight and 6:00 am local time
each day.

3. No location or time constraints shall apply to the runup
of propeller driven aircraft, including those powered by turbine
engines, whose maximum gross takeoff weight are less than 20,000
lbs.

This policy and these regulations shall remain
in effect unless and until modified or canceled by the Airport
Authority. Adopted by the Raleigh-Durham Airport Authority this
20th day of September 1988 upon a motion made by Paul Luebke,
seconded by Bert Collins, and unanimously approved. Regulations
administratively amended May 1, 2004 and December 7, 2005.

1. The exception applies only to regional jet
aircraft seating 50 passengers or less whose type certificate
was issued by the Federal Aviation Administration after 1991.

2. FAA certified mechanics engaged by an operator of such aircraft
that serves and overnights aircraft at RDU may perform engine
runups at power settings up to 100% of maximum rated power on
not more than five of such aircraft each night between the hours
of 10:00 pm and 7:00 am local time. No more than one runup of
one minute maximum duration shall be performed on each aircraft.
Each aircraft on which an engine runup permitted by this exception
is performed shall have been operated in revenue service on
either or both the inbound flight into RDU following whose arrival
the runup is performed of the outbound flight out of RDU prior
to whose departure the runup is performed.

3. Every effort shall be made to complete all such runups prior
to 12:00 midnight each night.

4. Runups may be performed either in the location specified
by the Amended Aircraft Engine Runups Policy or, alternatively,
on the Terminal C aircraft parking apron at Spot #3 with the
aircraft positioned with its fuselage parallel to the center
line of Runway 5L-23R, its nose pointing southwest, and its
nose gear on Spot #3.

5. The exception will be come effective on March 18, 2004 and
extend until revoked. The Authority reserves the right at any
time to terminate or modify the exception if it determines that
such action is necessary.

Adopted by the Raleigh-Durham Airport Authority this 18th day
of March 2004 upon a motion made by Stephen Zaytoun, seconded
by Michael Weeks, and unanimously approved.

APU OPERATING RESTRICTIONS - NONE

NOISE
BUDGET RESTRICTIONS

The Noise Budget rule has been
suspended due to full compliance by airlines effective January 1,
2006. Noise budget rule will be reactivated if airlines significantly
increase use of noisier hushkitted airplanes at RDU. Noise budget
rule is suspended but not rescinded.

Noise
Exposure Levels
(The maximum permissible ANEL at the Airport is as follows:

For the
Calender Yr.

Maximum
ANEL

Percent
of 1991 ANEL(1)

1991

72.50

100

1992

71.93

88

1993

71.37

77

1994

70.81

68

1995

70.25

60

1996

69.70

52

1997

69.15

46

1998

68.60

41

1999

68.40

39

2000

68.28

38

2001

68.19

37

2002

68.11

36

2003

68.04

36

2004 & thereafter

68.00

35

(1) Percentages are computed on the basis of noise
energy.

Raleigh-Durham International Airport Noise Rule

Noise Budget Rule adopted 5/15/90; effectivity
date 1/1/91

Average daily noise energy level formula used.

Each carrier is allotted a portion of the Airport
Noise Exposure Level (ANEL).

ANEL is established at 72.50 decibles for 1991,
and will be reduced each year to 68.0 decibles by 2004, a 65%
decrease.

Airlines with little activity (about four flights/day
or less) are not included in the noise budget as they do not
significantly impact airport noise exposure level unless they
operate at night.

All or any portion of a carrier's noise budget may be bought,
sold, leased or otherwise transferred.

NOISE SURCHARGE - NONE

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

Type
of Program

Date
Implemented

Status

Sound Insulation (Residences and Public
Buildings)

-

N/A

Purchase Assurance for Homeowners Located
Within the Airport Noise Contours

-

N/A

Avigation Easements

1992

Plaintiffs awarded money for inverse condemnation
of property value due to noise had to sign an avigation easement
before they received payment.

1995

Airport opposed approval of subdivision
within 65 DNL. City of Raleigh approved subdivision with condition
that buyers sign an avigation easement.

2004

Airport requested condition that buyers sign an avigation
easement for new homes within 60 DNL in Raleigh. City of Raleigh
approved subdivision with condition.

Zoning Laws

1962

1980's and 1990's

Wake County imposed Airport District Overlay
in noise impact areas.

Raleigh, Cary, Morrisville and
and Durham County continue to impose Airport
District Overlay as they incorporate those areas and have modified
the boundaries to suit airport changes.

Airport purchased small number of residential
properties in high noise impact areas upon request of property owners.
Developers purchased a small number of residential properties in
high noise impact areas for commercial use.

Population within each noise contour level
relative to aircraft operations

Raleigh-Durham has been informed by the FAA that their noise budget
rule which was adopted May 15, 1990 and did not go into effect until
January 1, 1991, is considered grandfathered under the Airport Noise
and Capacity Act of 1990. The grandfathering question was raised
by several airlines operating at the airport who did not want to
comply with the noise budget. The airport asked the FAA to decide
the question with respect to the act. The Raleigh-Durham noise budget
rule is designed to cut the 1991 noise exposure levels 50% by 1997
and by 65% by 2004.

RDU Noise Office supports an amendment in the FAA reauthorization
bill currently under consideration by Congress for phase out of
Stage 1 and Stage 2 business jets and the Noise Office urges the
hushkitting of Navy Reserve C-9B and Air Force Reserve C-9C aircraft.